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CHAPTER-I

INTRODUCTION

The emergence of the Indian road system has been an evolutionary process of

development spread over centuries. The process had begun in the past when the

primitive tracks started developing into regular routes connecting the newly sprung

settlements (CRRI, 1963). The Aryan, early settlers in the northwest of the Indian

sub-continent developed many big towns of political, cultural and commercial

significance in the belt stretching from northwest to the Ganga delta and the Bay of

Bengal. Frequent cultural and commercial intercourse between these towns laid the

foundation of the Northern Trunk Route traversing the whole length of the sub-

continent from the east to the northwest. This route was magnificently developed and

used at a later stage by the Mauryans in the 4th

century B.C. as an aid to international

trade and traffic, 'Rajapathas' (high road) and 'Banikapathas (merchant roads) were

constructed and maintained (Ghosh, 1948). Both Megasthenes (Crindle, 1877), the

contemporary Greek ambassador in India and Kautilya (Shamasastry, 1951), testify to

the fact that the Mauryan rulers were great builders of roads. Special pains were taken

to repair the roads (Murti and Krishna, 1950). Damaging of roads or blocking them in

any manner was dealt with promptly and the punishment was meted out depending

upon the relative importance of the roads. Roads were classified and standard widths

was specified (Smith, 1908). In the Mauryan age, the Northern Trunk Route from the

east to the northwest with its numerous offshoots had been completely developed.

This route played a great role in the political and economic life of India from the

Mauryan times onwards (Basham, 1954).

The major routes till the period of Harsh Vardhana in the 7th

century were

almost the same as they were during the 5th

century. It is evident from Yaun

Chwang‟s account that during Harsh Vardhana‟s rules the roads were maintained in

good condition. The very fact that the pilgrim was able to move about freely all over

India bears testimony to it. It appears that ancient road system remained badly

neglected for centuries together after the fall of the empire of Harsh Vardhana in 7th

century (Pannikar, 1922). The travel accounts of Al Beruni in the early 11th

century

mentioned a number of important routes starting from Kanauj, Mathura, Dhar, Bayana

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etc. The route from Kanauj passed through Prayaga and took a northern course

reaching Tamralpiti from where turned to south running along sea coast to Kanchi and

further went still deeper in the south (Chandra and Vah, 1953). Ibn Battuta throws

some light on the roads of the 14th

century during the reign of Sultan Mohamad Bin

Tuglak. There was a good network of roads throughout the Sultan‟s Kingdom. Many

important roads run from the capital town of Delhi and Daultabad (Hussain, 1953).

Shershah, the great Afghan monarch revived the Northern Trunk Route in the

middle of the 16th

century. In the mediaeval times, major initiative to re-establish the

road system after long neglect was made by him. But his major achievement lies in

constructing the 'Sarak-i-Azam', about 1500 'kos' (Measurement of Distance in pre-

Colonial India) in length, running the whole length of the country from the east to the

northwest i.e. from Sonargaon (near Dacca) to the Indus connecting the important

towns falling in between. It was more or less, the revival of the Royal Road or 'Raj

Marg' of the Mauryans. It was so laboriously metalled with 'kankar' that it remained in

a good condition for long after his time. The modern Grand Trunk Road, more or less,

follows that old track (Qanungo, 1921).

The road system developed by the Mughals laid the foundation of present road

system. Most of the Mughal roads were mechanized, well maintained and surfaced

afterwards. The important routes during the Mughal time were: Patna-Kabul, Delhi-

Surat, Delhi-Golconda, Golconda-Bijapur, Bijapur-Ujjain and Surat-Masulipatanam.

A big treasure of information is contained in „Chahar Gulshan’ which was composed

in 1759 A.D. by Rai Chatarman. Other sources are the account of foreign travelers

namely Bernier, Tanernier and Mannucci. The Mughal Empire was extended over

almost whole of the Indian sub-continent barring the extreme south and also included

the province of Kabul in the north-west of India. The whole empire was well knit with

military roads (Sarkar, 1902).

Roads under The British rule were in bad shape till the end of the 19th

century.

The East India Company did nothing during the early period of its rule to improve

upon the shattered condition of the communications (The Imperial Gazetteer of India,

1907). There was a general lack of interest in road development and whichever roads

existed they remained only badly neglected (Mac George, 1894). Only those roads

which were absolutely necessary for the control of newly acquired territories were

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kept open by regular reconstruction. For the first time, reforms in the matter of public

road construction were inaugurated during the governor-generalship of Lord William

Bentinck from 1828 onward (Chesney, 1894). However, Lord Dalhousie (1845-56)

appreciated the need for improved communications. During his governor generalship,

construction on numerous trunk routes was commenced. Among more important of

such routes were the construction of road from Hindustan to central Asia and the

bridging and metalling of the Great Deccan Road. Roads were also constructed in

Pegu (Burma), Sind and the Punjab (Edward and Balfour, 1885). Perhaps, the biggest

achievement in the field of road construction during the 19th

century was the

completion of the traditional Grand Trunk Road from Calcutta to Peshawar with a

total length about 1500 miles. The introduction of railways and the institution of local

bodies further influenced the road development in the country (CRRI, 1963).The

development of railways resulted in the neglect of the country‟s trunk road system.

The roads were left completely unattended and no efforts were made to reconstruct or

improve them. During and after the World War 1st, there was a tremendous pressure

of motor transport on the Indian roads. The roads started deteriorating fast (MOTC,

1949).

During the post-war years there arose a great demand for better and more

roads to cope with the increased vehicular traffic throughout the country. The

Government of India appointed “The Road Development Committee” popularly

known as the „Jaykar Committee‟ in 1927 (RDC, 1928). It is major landmark in the

history of road in India. The Committee was emphatic regarding the inadequacy of the

Indian road system and urged that further development of the system was desirable

for the general welfare of the country as a whole (MOTC, 1962). As a sequel to the

Jaykar Committee recommendation, The Indian Road Congress came into being in

April, 1934 (IRC, 1960), which convened a conference of chief engineers at Nagpur

in 1943. It was the first time, at this conference, that the question of road development

was considered comprehensively and in a scientific manner. A long term plan,

popularly called the Nagpur Plan envisaged the construction of new roads besides the

improvement of some existing ones (IRC, 1943). The plan classified the roads into

four classes:

i. National Highways

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ii. Provincial or State Highways

iii. District Roads

iv. Village Roads

From 1919 to 1947, the provinces remained solely responsible for the

construction and maintenance of all roads. Under the new constitution of India, the

national highways were made a central subject, and the central government had

statutorily taken over the roads classified as national highways, vide the „National

Highways Act, 1956‟. For the execution of national highway scheme the central

government created the roads wing in the department of transport, which as per

suggestion of Nagpur conference was made responsible for co-ordination and control,

standard and specification, setting priories, general administration and inspection.

Nagpur plan covered the period from 1943 to 1961 and laid the foundation for the

functional classification of road network and criteria for road connectivity in

developed and undeveloped area of our country (CRRI, 1963). This was followed by

two more 20 year road development plans covering the periods 1961-81 (MOTC,

1958) and 1981-2001 popularly known as Bombay Plan and Lucknow Plan,

respectively. These plans have served as sound reference framework for the central

and the state governments to formulate the further road plan (IRC, 1984). The

government of India changed the development strategy in 1991 by introducing a

series of reforms and structural changes with a view to integrating it with the global

market and economy. The areas which were traditionally the domain of the public

sector were thrown open to private sector. The rationale was that while the

government provides a strong policy and regulatory leadership, the private sector

would bring in dynamism and efficiency of the competitive environment. In view of

these developments “Road Development Plan: Vision 2021” was prepared in 2001 by

the Ministry of Road Transport and Highways (MORTH), Government of India (IRC,

2001).

The National Highways Network of India

The national highways are the backbone of the road infrastructure and the

major roads in India. These are main highways running through the length and

breadth of the country connecting major ports, state capitals, large industrial and

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tourist centers etc. National highways form the economic backbone of the country and

have often facilitated development along their routes, and many new towns have

sprung up along major highways. India has 70,934 km of national highways till

August, 2011. Most of these are two lanes. About 10,000 km have been widened to

four lanes with two lanes in each direction and some to six or eight lanes. National

highways constitute about 2 per cent of entire road system in India, but carry about 40

per cent of the total road traffic as in 2010. Approximate nineteen thousand kilometers

of national highways were still single-lined roads till 2010. Some sections of the

network are toll roads. About 30,000 km of new highways are planned or under

construction as part of the national highways development project, as in 2011

including 2,600 km of expressways currently under construction. The National

Highways Development Project (NHDP) is a major effort to expand and upgrade the

network of highway. The government is currently working to ensure that by

December 2014 the entire national highway network consists of roads with two or

more lanes. India has the distinction of having the world's second highest-altitude

motor highway Leh-Manali Highway, connecting Shimla to Leh in Ladakh, Kashmir

(NHAI, 2012).

National highways network of India is a network of highways which is

managed and maintained by national agency of the central government namely

National Highway Authority of India. The National Highways Authority of India

(NHAI) constituted in 1988 and became operational in 1995 is the nodal agency

responsible for building, upgrading and maintaining most of the national highways

network (NHAI, 2003-04). It operates under the Ministry of Road Transport and

Highways (MORTH). The NHAI often uses a public-private partnership model for

highway development, maintenance and toll-collection (Government of India, 2004-

05).

Recent Developments

During the premiership of Prime Minister Atal Behari Vajpayee, India

launched a massive program of highway up gradation, the National Highways

Development Project (NHDP), under which the main north-south and east-west

connecting corridors, and highways connecting the four metropolitan cities have been

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fully paved and widened into four-lane highways. Some sections of the busiest

national highways have been converted to four or six lane expressways including:

Delhi-Agra, Delhi-Jaipur, Ahmedabad-Vadodara, Mumbai-Pune, Mumbai-Surat,

Bangalore-Mysore, Bangalore-Chennai, Chennai-Tada, Delhi-Meerut, Hyderabad-

Vijayawada and Guntur-Vijayawada. Phase-V of the national highway development

project envisage the conversion of 6,000 km golden quadrilateral highways to 6-lane

highways or expressways by 2012. The National Highways Act, 1956, as amended,

provides for private investment in the building and maintenance of the highways.

Recently, a number of existing roads have been reclassified as national highways.

Bypasses have also recently been constructed around larger towns and cities to

provide uninterrupted passage for highway traffic. The hugely varied climatic,

demographic, traffic and sometimes political situation in India, results in national

highway being single lane in places with low traffic to six lanes in places with heavy

traffic. National highways are being upgraded or are under construction (NHAI,

2012).

National Highways in Haryana

In Haryana railways and roadways are the major means of transport. On

November 1, 1966 when the new State of Haryana came into being, the road length

was 6,137 km (5,321 km metalled roads and 816 km unmetalled roads), which

increased to 23,480 km (23,098 km metalled and 382 km unmetalled roads) in 2003-

04 (Statistical Abstract Haryana, 2003-04). Total length of national highways in

Haryana was 767 km in 1966-67, which increased to 1349 km in 2003-04

(Government of India, 2009). Presently, 15 national highways with a total length of

1512 km pass through different parts of the state (NHAI, 2012).

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Table 1.1: List of National Highways which pass through the State of Haryana, 2011

Sr.No. NH No. Route Length

(Km)

1 1 From Delhi border-Kundli-Murthal-Samalkha-Panipat-Karnal-Pipli-Shahbad-

Ambala-upto Punjab border

180

2 2 From Delhi-Faridabad-Ballabgarh- Palwal-Rundhi-Hodal-UP Border 74

3 8 From Delhi Border-Gurgaon- Dharuhera- Bawal- Rajasthan Border 101

4 10 From Delhi Border-Bahadurgarh-Rohtak-Maham-Hansi-Hissar-Agroha-Bodopal-

Fatehabad-Sirsa-Odhan-Dabwali-Punjab border

313

5 21A Pinjaur-Karapur upto H.P. Border 16

6 22 Ambala-Panchkula-Chandi Mandir-Pinjaur-Kalka-H.P. Border 30

7 64 Dabwali-Punjab border 0.5

8 65 Ambala – Pehowa – Kaithal - Narwana-Barwala- Hisar-Siwani- upto Rajasthan

Border

240

9 71 From Punjab Border-Narwana-Jind-Julana-Rohtak-Dighal-Jhajjar-Gurgaon-Rewari-

Rajasthan Border.

177

10 71A Rohtak-Gohana-Israna-Panipat 72

11 71B Rewari-Dharuhera-Taoru-Sohna-Palwal 69

12 72 Ambala-Shahzadpur-Narayangarh-Kala Amb- upto H.P. Border 45.5

13 73 From U.P. Border-Yamnanagar-Mulana-Saha-Raipur-Panchkula 108

14 73A Yamunanagar-Jagadhri-Mustafabad-Ledi--Darpur- upto H.P. Border 42

15 NE2 Eastern Peripheral Expressway (Under Construction) 44

Sub Total 1512

Source: NHAI, 2011. www.nhai.org.

Present research work is restricted to the study of the characteristics of four

selected National Highways, which pass through the length and breadth of the state.

These includes:-

National Highway-1

National Highway-2

National Highway-8

National Highway-10

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National Highway-1

NH-1 is traverses in Northern India and links the National Capital, New Delhi

to the town of Attari situated on India-Pakistan border. The total length of NH-1 is

456 km; it passes through Haryana from Singhu (Kundli) border (Delhi) to Sambhu

border (Punjab) covering a distance of 180 km. It passes through five districts of the

state Sonipat, Panipat, Karnal, Kurukshetra and Ambala (NHAI, 2012). This national

highway is a part of Grand Trunk Road (G. T. Road). The foundation of this great

Northern Trunk Route was laid by the Aryans in the remote past and further

developments were made by the Mauryan kings in 4th

century B C. For centuries

together this route remained neglected until it was again revived by Sher Shah Suri

some time near, 1540. It was the government of Warren Hastings in the modern times

which started the development of this magnificent early work (The Imperial

Gazetteers of India, 1907.) National Highway Authority of India divided it into two

parts, north of Delhi, called NH-1 and south of it, called NH-2. This is one of the

longest and oldest highways of India (NHAI, 2012).

National Highway-2

NH-2 links the National capital New Delhi to Dankuni the outskirts of Kolkata

(NHAI, 2005). It is a busy national highway that runs through the states of Delhi,

Haryana, Uttar Pradesh, Bihar, Jharkhand and West Bengal. It comprises a major

portion of the historical Grand Trunk Road, with a total length of 1465 km including

Delhi (12 km), Haryana (74 km), Uttar Pradesh (752 km), Bihar (202 km), Jharkhand

(190 km), and West Bengal (235 km). It passes through Haryana from Badarpur

border (Delhi) to Karwan border (Uttar Pradesh) covering a distance of 74 km. It

passes through Faridabad, Ballabhgarh, Palwal and Hodal (NHAI, 2012).

National Highway-8

NH-8 connects the Indian capital city of New Delhi with the Indian financial

capital city of Mumbai. It passes through the state capitals of Gujarat and Rajasthan

i.e. Gandhi Nagar and Jaipur, respectively, and some other important cities like

Gurgaon, Ahmedabad, Surat and Vadodara. The total length is 1,375 km (MORTH,

2012). It passes through Haryana from Kapushera (Gurgaon) to Jai Singh Pur Khera

(Rajsthan), with a distance of 101 km. This highway is part of the golden quadrilateral

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project undertaken by NHAI and was the first part to be completed. The Delhi-

Gurgaon expressway and national expressway-1 are the part of NH-8. Before entering

downtown Mumbai, NH-8 passes through nearly all suburbs on the western line of

Mumbai Suburban Railway, where it is popularly known as western express highway

(NHAI, 2012).

National Highway-10

NH-10 is a national highway with length 403 km (MORTH, 2012), limited in

northern India which originates from Delhi and ends in the town of Fazilka in Punjab

near the Indo-Pak Border. It passes through Haryana from Tikri border (Delhi) to

Mandi Dabwali border (Punjab) covering a stretch of 313 km long. Bahadurgarh,

Rohtak, Hissar, Fatehabad, Sirsa, and Mandi-Dabwali are the prominent cities of

Haryana on this highway (NHAI, 2012).

Passenger Facilities

A Historical Perspective

Nothing can be said about the routes laid down by the pre-historic people of

India. It was during the Aryans near about, 1500 B.C. when the foundation of

Northern Trunk Route traversing the whole length of the sub-continent from east to

the north-west was laid, but no attention to passenger facilities was paid

(Archaeological survey of India, 1947). Supply of water and shade on the highways

were the concern of the government. Trees were planted, wells were dug and rest

houses provided for travellers' comforts (Murti and Krishna, 1950). For the comfort of

travellers the roads were provided with shady trees on both sides. Sometime fruit trees

and medicinal herbs were also planted. Under the Mauryans, wells at regular interval

were provided for the supply of drinking water and rest houses constructed. A strict

vigilance on the highways was kept to check highway robbery. Instructions were laid

down that the „sarai’ or rest house for travelers were to be built strong and provided

with tanks (Basu, 1914). Rules for the driving of vehicles to ensure the safety of

passers-by were in force. Pillars, which served as milestones and signposts, were

erected at regular intervals of half a 'kos' on major roads (Smith, 1908). The main

source of information on roads and roadside facilities under the Guptas dynasty are

the travel account of Fa-Hien a Chinese pilgrim who visited India about 405 A.D. He

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was much impressed by the security and comfort provided to the travelers (Law,

1944). State of roads and roadside facilities during the reign of Harsh Verdhana in the

7th

century was described by another Chinese pilgrim, Yuan Chwang. It is evident

from Yuan Chwang‟s accounts that there was full security of the travellers as the

pilgrim was able to move about freely all over India (Panikkar, 1922).

The travel account of Al-Bruni in early 11th

century throws some light on the

condition of roads during this period but made no mention of passenger facilities

(Chandra and Vah, 1953), while Ibn-Battuta described that the important roads were

provided with tree plantations on both-sides, rest houses, postal stations and 'bains'

(step wells, which were source of water supply for the travellers) at regular intervals

in the 14th

century. He also observed pillars on roadside serving the purpose of the

modern milestones indicating the distances. The road from Delhi to Daultabad was

bordered with willow trees in such a manner that “a man going along it feel as if he is

walking through a garden” (Hussain, 1953).

Sher Shah Suri realized the importance of roads for defence, consolidation and

better administration of his newly won kingdom and following the footsteps of the

ancient Indian kings, he constructed many roads. In addition, he did whatever was

possible to provide comfortable travel on the roads. Shady trees were planted on both

sides of roads. As many as 1700 sarais were built at short distance and kos-minars

(pillers) were erected. Sher Shah Suri also standardized the measures of distance. The

„Sikandri Gaz’ commonly used by him, remained popular for a long time after his

death. „Tarikh-I-Shershahi‟ contains an account of some important roads constructed

by him (Qanungo, 1921). Sher Shah Suri‟s strict enforcement of law and order and his

action in holding village headmen responsible for the highway robbery and murder

reduce the dangers involved in travel and thereby stimulated trade (Sarkar, 1902).

Under the Mughals, provincial governors and district officers were made responsible

for the safety and improvement of roads, but the principal burden of protecting

travellers and merchant from robbery and harassment fell on the zamindars

(Landlords), who were required to appoint guards and other official to look after

them. Jahangir (1605-1627) ordered zamindars to plant trees on the route between

Agra and Attock on the Indus, and between Agra and Bengal. In 1641 zamindars

possessing land along road between Agra and Lahore were order to erect a milestone

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every kos (2 miles) and dig a well every three kos. In this way, milestones, wells,

reservoirs and sarai (Inn along with highway) were provided along the roads, while

attendants were employed to keep the sarai clean and habitable. These facilities and

shade of the trees lessened the discomfort of long journeys, some of which lasted for

months (Farooque, 1977). Under British rule there was no endeavor towards provision

of passenger facilities (Edward and Balfour, 1885).

Passenger Facilities after Independence

The badly deteriorated condition of the Indian roads under the impact of heavy

war-time traffic during Second World War (1939-1945) called for immediate

attention and consequently, at the instance of the Indian Road Congress, Nagpur Plan

(1943-1961) was prepared (IRC, 1943). After this two more plans i.e. Bombay Plan

(1961-81) and Lucknow Plan (1981-2001) were prepared (IRC, 2001). As regard the

passenger facilities, there is no mention of these in Nagpur Plan (1943-1961) as well

as in Bombay Plan (1961-1981). The government was totally negligent and altogether

ignored this aspect of road development. Thus, there was no systematic growth of

passenger facilities even after four decades of independence. These grew rather

haphazardly and spontaneously according to the necessity and requirement of time

and space. It was only the Lucknow Plan (1981-2001) which gave serious

consideration to this aspect of the road development. It recommended that the

environmental qualities of roads and the area through which they pass must be

maintained and improved. The environmental impact statement be prepared for

national highway system and an action program be initiated to remedy the situation

where the environment quality is unacceptable. Road safety measures must be

undertaken to contain and even bring down the level of road accidents (IRC, 1984).

In view of these recommendations, the central government started taking

notice of this aspect of road development. The haphazard growth of shacks and

service shops along the highways has already caused a visual intrusion and unhealthy

and unsanitary condition. This situation calls for the immediate solution by way of

properly planned wayside amenities for the highway users. Central government took

the initiative and prepared various scheme for the purpose and directed the state

governments and union territories vide letter no. R.W./NH-11052/3/97-DOI dated 31st

December, 1997 that hence fourth in all national highway projects being funded

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through the aid from the multi-lateral agencies i.e. World Bank etc. or being

developed by the private sector, provisions must be made for passenger oriented

wayside amenities at every 50 km of national highway. Again stressing this necessity

of provision of passenger oriented wayside amenities along national highways, the

governments vide its letter no. R.W./NH-34032/4/91-DO-III dated 3rd

April, 1998

sent broad guidelines for the selection of sites for passenger oriented wayside

amenities along national highways and directed the concerned authorities that the

wayside amenities should be so planned as to allow phased development, subject to

the minimum stipulated scale of facilities being provided in first instance

(Government of India, 1998).

It was during this plan (Lucknow Plan, 1981-2001) that government fund was

earmarked for financing these facilities. As a result of introduction of fundamental

change in development strategy in 1991, the government made a series of reforms and

structural changes with a view to liberalizing the economy and integrating it with the

global market and economy. Inward oriented trade policy gradually yielded place to

an outward looking export oriented performance. It recommended that, provision of

wayside amenities with facilities like parking lots, drinking water, toilet, snack bars,

dhabas, restaurants, rest rooms, petrol pumps with service and repair and

communication facilities should become integral part of roads modernization. These

facilities should be provided and run by the private sector that may be encouraged and

supported by the government. Steps shall also be taken for providing highway police

petrol, medical aid posts and arrangements for tow truck service to remove accidental

vehicle from the site and provide immediate medical attention to victims. It is also

recommended that, a comprehensive highway act needs to be enacted by center and

the state for efficient land and traffic management including effective control on

ribbon development and prevention of encroachment to cover roads under their

respective jurisdiction. The highway authorities should be made responsible for

encroachment (IRC, 2001). Thus, it is quite evident that the central government is

quite serious about the regulating the increasing volume of traffic on national

highways and providing wayside passenger facilities to the highway users since the

introduction of economic reforms in 1991.

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Conceptualization

Development of highway serves several purposes. These are the arteries

through which goods are transported from surplus to deficit regions. These are the

corridors of economic development as well as social and cultural change. The

network of highways knit together different parts of the country. These are also

important for strategic reasons. The roadside passenger facilities are in direct

proportion to highway development. The more volume of vehicle, the more is growth

of these facilities. The density of these facilities does affect the socio-economic and

cultural aspect of the surrounding communities.

Roadside amenities are established primarily to meet the needs of long

distance travellers and are aimed at reducing fatigue related crashes whilst enriching

the total travel experience. Roadside amenities can reduce fatigue-related crashes in

two ways. First, stopping and resting at regular intervals while driving has been

shown to reduce driver fatigue, with a subsequent reduction of single vehicle and

fatigue related crashes. Secondly, by providing facilities for travelers to stop clear of

traffic, collisions with stopped vehicles can be minimized (Road Planning and Design

Manual, 2002). Such spots will also help to alter the behavioral psychology of the

drivers. There is an urgent need for extensive development of roadside amenities on

roads carrying high-density traffic, especially on corridors of tourist interest. With the

increase in upgradation of national and state highways network in the country, long

distance travel on the roads is bound to increase tremendously. Consequently, there

would be demand for more and better quality wayside amenities. The various

stakeholders are required to understand the importance of providing such amenities

and private entrepreneurs must come forward to finance and manage the roadside

amenities along the roads in our country (Indoria, 2009). Thus, the development of

highways and passenger facilities raise many questions like;

1. Why we need to develop national highways and passenger facilities?

2. What are the driving forces of the growth of passenger's wayside facilities?

3. Who is responsible for providing these roadside facilities at the national

highways?

4. Whether government is liable to ensure the minimum wayside facilities?

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5. What is the spatial pattern and occurrence of growth of various passengers‟

facilities?

6. What are the functional characteristics of these facilities?

7. Who are the owners of these facilities?

8. Are they local people or businessmen from big cities?

9. What are the characteristics of staff employed on wayside facilities?

10. Are the users of these wayside facilities satisfied?

11. How do they affect the land values of the adjoining areas?

12. How do they affect the economic development of the surrounding area?

13. What is the impact of large number of vehicles plying on these highways and

of growth of passenger facilities on physical environment of adjoining area?

14. What is their impact on socio and cultural aspects of local communities living

in the vicinity?

Objectives

The main objectives of the present study are:-

1. To analyse the spatial pattern and process of the development of passengers

oriented wayside facilities along selected national highways in Haryana

2. To describe the functional characteristics of passengers oriented wayside

facilities

3. To assess the satisfaction level of highway users

4. To examine the impact of passenger oriented wayside facilities on local

communities and surrounding areas

Hypotheses

Following hypotheses are to be tested in the study: -

The more the density of passengers on a national highway the more

passengers‟ oriented wayside facilities are expected to be developed on either

side.

The number of services and their qualities mainly depend on economic and

social environment of the region. Therefore, quality and number of services

are expected to be better along highways that passing through economically

and socially developed regions.

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Most of the passengers oriented wayside facilities and services require large

investment so they are expected to be owned by elite section or businessmen

of big urban centers like Delhi and Chandigarh.

Because highway provides cheap and efficient mode of transport therefore, the

competition for land may increase the land values in the adjoining area.

These facilities like food-joints, filling-stations, recreational centers, rest

houses, shopping complexes and the like provide jobs opportunity to the local

people. Therefore, it is expected that there will be occupational shift in the

area. It may change from agriculture to secondary or territory activities.

Emergence of food joints along highways which require large amount of water

are expected to negative affect on the level and quality of ground water of

adjoining areas.

Highway provides efficient mode of transport used by large number of

passengers of different background. It is expected that there will be

encouragement to burglary, theft, murder, drug trafficking and the like.

Characteristics of the Study Area

The state of Haryana came into existence on November 1, 1966. It touches

Himachal Pradesh in the north, Delhi and Uttar Pradesh in the east, Rajasthan in the

south and Punjab in the west. It encircles Delhi from three sides. It is located between

27039′0″ to 30

0 55′ 5″ north latitudes and 74

027′

8″ and 77

036′ 5″ east longitude. The

state occupies the 17th

position in the land area and ranks 16th

in the population among

the states of the country. The state has 42, 212 sq. km. area.

Relief and Drainage

The altitudes of the Haryana state vary from 250 metres to 1500 metres above

sea level. It is a plain area except the Siwalik Hills in the north and the Aravalli hills

in the south. The whole Haryana can be divided into four distinct zones viz: The

Siwaliks and foot hills of Himalyas, the plains, The Aravalli hills and the semi-arid

and sandy plain of southwest. The plain region of the state can be further sub-divided

into eastern and western regions on the basis of aridity by 50cms isohyets. The

western plain has a dry climate, steppe vegetation and sand dunes of various types.

The eastern plain extends from 50cms isohyets up to Yamuna River. The entire plain

area has a fertile, light and loamy soil. The northern hilly region of the state belongs

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to Siwalik system of recent origin. It consists of coarse grains pebbles and clay. The

Aravalli range is a narrow ridge spreading about 90 km into Haryana, in the northeast

and southwest direction up to Delhi.

Though the region is apparently rich in rivers, its greater part suffers from a

lack of perennial rivers and a very inequitable distribution of the drainage channels.

The Yamuna, The Sarswati, The Ghaggar The Markanda, The Sahibi are the main

rivers. The Yamuna is the only perennial river and has its source in the snowy region

of Himalayas. The Markanda, The Ghaggar, The Sahibi and the like are the seasonal

rivers (Singh, 1997). A network of canals has been developed to fulfill the

requirements of irrigation. Prominent among them are western Yamuna canal,

Narwana branch, Agra canal and Sutlej-Yamuna Link canal (SYL).

Soils

Soil is alluvial in the plains. It varies from sandy loam, silt loam to red clay. In

the river terraces, the soil is excessively drained due to the presence of boulders.

Plains including the sandy plain are parts of the Indo-Gangatic Plain of recent to

Pleistocene age. In northern Haryana, the Yamuna and the Ghaggar rivers bring down

alluvial deposits. Soil in these areas varies from sandy to clay loam. In the Central

plain, the soil is deep alluvial with marked variations in physical and chemical

characteristics.

Natural Vegetation

Due to over exploitation and urbanization the natural forest in the state is on

decrease. The forests are converted into cultivated land. It is reported that previously

total forest area was 1360 square km or 30.8 per cent of the total geographical area.

Haryana is basically an agricultural state and most of the land is under cultivation.

Therefore tree-covered area has been reduced to 8 per cent of the geographical area.

The forests in the southwestern regions are of tropical thorn type while in the central

zones, which are hot and semidry, the tropical dry deciduous scrap types are found.

The hill forests in the Siwaliks are concentrated in the districts of Ambala and

Yamuna Nagar.

17

Fig. 1.1

Source: State Natural Resources Data Management System (NRDMS) Centre, HSCST, Chandigarh, 2001

18

Climate

The climate of Haryana is tropical semiarid Monsoon brings rain from July to

September and from October to June; the weather remains dry except for a few

showers received from western disturbances. Rainfall is generally decreases from

north to west. The sub-montane tract receives on an average, above 75cm of rainfall

annually while in the extreme southwest it decreases to less than 40cm. There

are great variations in the temperature. During summer season it rises above 40ºC

(Singh, 1997).

Population

Haryana is a small state with total area of 42,212 sq. km. In 2011 its

population was 2, 53, 53, 081 persons (male: 1, 35, 05, 130 and female: 1, 18, 47,

951). It is densely populated state with 573 persons per sq. km. Density of population

is low in western part as compare to the eastern khadar belt. This is due to

comparatively better carrying capacity of soil, efficient network of transport and

development of industry in eastern part. Haryana has very low sex ratio i.e. 877. The

state has 76.64 per cent literacy rate. There is marked difference in the literacy rate of

males and females. It is 85.38 per cent and 66.77 per cent, respectively. Though

economically it is a leading state but because of predominantly agricultural economy

and rural population, literacy rate is low. This is because there is no functional value

of literacy in agriculture. About 65.21 per cent of its inhabitants are living in rural

areas as compare to 34.79 per cent in urban centers. It is one of the fastest growing

states with a growth rate of population of 19.90 per cent. Migration from other states

to carry industrial and agriculture operations is one of the factors for high growth

apart from low literacy of females and their low social status (Census of India, 2011).

Agriculture

The regional economy is dominated by agriculture, which together with the

allied activities forms the most important source of employment and revenue. The

importance of agriculture in the economy of region can be visualized by the fact that

65.25 per cent of the people reside in villages. There are two main cropping seasons:

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The Kharif (May-June to September- October) and the Rabi (October- November to

April-May). The major Kharif crops are bajra, maize, jawar, cotton, paddy and

sugarcane. Among the Rabi crops wheat gram, barley, and mustard are notable.

(Singh, 1997)

Industrial Economy

The region is deficient in minerals resources, especially the two basic

minerals-coal and iron, and being largely agricultural, lacks the basic ingredients for

the development of large-scale industries. In fact before independence industrial

development was rather on a modest scale. There were only 1,270 registered factories

in 1966, which had employed 71,016 workers. In 2003, the number increased to

9,047 and 5, 52, 924 respectively (Statistical Abstract of Haryana, 2003-04 p 371).

Presently, Haryana produces wide spectrum of industrial goods. It is the largest

producer of passenger cars, tractors, motorcycles, bicycles, refrigerators, scientific

instruments etc. The state has more than 400 big industrial units having foreign

collaboration (Statistical Abstract of Haryana, 2002-03). The specialized industrial

centers in the state includes Ambala (scientific instruments), Yamunanagar (metal

ware and timber industry), Kurukshetra and Tarawari (rice), Karnal (agriculture

implements), Panipat (Handloom and Textiles), Panchkula (machine tools), Sonipat

(bicycles), Faridabad (tractors and refrigerators), Gurgaon (automobiles and IT

industry), Rewari (brassware and television), Bahadurgarh (sanitary ware) and

Narnaul (marbles) (Statistical Abstract of Haryana, 2003-04, p 38).

However, the present study is aimed at analyzing the growth process, spatial

pattern, characteristics, impacts and satisfaction level of uses with respect to

passenger oriented wayside facilities located along the selected national highways 1,

2, 8 and 10 in Haryana.

Organization of the Study

The present study is organized into seven chapters. Chapter one deals with

introduction of the study, conceptualization, objectives, hypotheses, and

characteristics of study area and organization of the study. Chapter second describes

20

research methodology of the study, which includes research design, database, and

selection of samples of passenger oriented wayside facilities. Third chapter discusses

review of literature. Fourth chapter analyses growth process and spatial pattern of

passenger oriented wayside facilities. Characteristics of passenger oriented wayside

facilities are discussed in chapter fifth. Chapter sixth study the satisfaction level of

highway users with respect to passenger facilities and the impact of the development

of the passenger oriented wayside facilities on local area and communities living in its

surroundings with respect to physical, socio-cultural and economic effects. Chapter

seven discusses the conclusions and suggestions of the study.